Engine



(No Model.) 2 Sheets-Sheet 1. P. G. RINSGHE. ENGINE.

No. 567,725. Patnted Sept. 15, 1895i IIIIIIIEIIIIHIIH im m51 1 (No Model.) 2 Sheets-Sheet 2.

F. C. RINSCHE.

ENGINE.

Patented Sept. 15, 1896.

Y A (l. A

IINTTED STATES PATENT OFFICE.

FRANK O. RINSOHE, OF ST. LOUIS, MISSOURI, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO THE OHOUTEAU MANUFACTURING COMPANY, OF MISSOURI.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 567,72 5, dated September 15, 1896. Application filed April 4., 1896. Serial No. 586,250. (N model.)

To LU 107mm.V it may concern:

Be it known that I, FRANK C. RINscHE, a citizen of the United States, residing at the city of St. Louis, State of Missouri, have invented a certain new and useful Improvement' in Engines, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, wherein- 1o Figure l is a longitudinal sectional view showing my improved engine, thepiston being in its forward position and the handle and its associate parts being omitted. Fig. l is a modified form of valve-exhaust. Fig. 2

i 5 is a similar view showing the piston and valve in a different position. Fig. 3 is a longitudinal sectional view taken at right anglesl to the view shown in Fig. l, or on line 3 3, Fig. 4. Fig. 4. is a rear end view of the cylinder zo with the auxiliary cylinder-head in position. Fig. 5 is a cross-sectional view on the line 5 5, Fig. l. Fig. 6 is a side elevational view of the auxiliary cylinder-head or valveblock. Fig. 7 is a fragmentary view-in elevation of the rear end of the cylinder, the auxiliary cylinder-head or valve-block not being in position. Fig. S is a rear end view of the cylinder and its sleeve, the auxiliary cylinderhead or valve-block being omitted. Fig. 9 is 3o a view similar to Fig. l, showing, by arrows, the action of the motive fluid when the piston is delivering a different kind of blow than when the motive iiuid acts as shown by the arrows in Fig. l. Fig. l0 is a view similar to 3 5 Fig. E) with the piston and valve in a different position, also showing the handle in place. Fig. ll is a detail view in side elevation showing the collar or coupling-sleeve in section and the manner of rotating the handle 4o or cylinder relative to each other.

' This invention relates toa new and useful improvementin direct-acting engines of that class which are known as pneumatic handtools. The engine is adapted to be run by compressed air as a motive fluid, the piston delivering impacting-blows upon the end of av lchisel or tool-shank arranged in the front end of the cylinder. The motive fluid is supplied to the engine by means of a flexible 5o tube connected to some suitable source of supply. Engines of this class generally have present in their construction a cylinder, piston, and controlling-valve for the piston, although in some constructions this latter is absent and the piston is self-controlled. Sometimes these engines also have a handle,

by which they may be more easily manipulated, and a throttle-valve for controlling the supply of motive fluid or for choking the exhaust. In controlling the supply of motive 6o fiuid or choking the exhaust the speed of the piston is controlled, and in all engines with which I am familiar this control of the speed of the piston also affects the strength or force of the piston-blows by making them lighter or weaker as the piston reciprocates more slowly. It is desirable in some Work which an engine of this class is designed to perform that the piston be so controlled that it will Y run slow, but deliver a blow of full strength. 7o By this I mean that the piston will deliver blows of full strength, intervals of time intervening between each blow, the length of these intervals of time being Vcontrolled by the operator.` It is also desirable and advan- 7 5 tageous in this connection that such blows of different kinds as I have described be delivered from one engine.

rihe object of this invention is to construct such an engine in which the piston will strike 8o such blows.

Another object is to construct an engine in which the blows of the piston at the front end of the cylinder are cushioned, to relieve the operator of the shock or jar without detract- 8 5 ing from the effectiveness of the blows upon the chisel.

Other objects in view are simplicity in construction, eifectiveness, compactness, and economy in manufacture. 9o

IVith these objects in view the invention consists, first-,in constructing an engine which, by changing the position of the inlet and exhaust passages relative to the cylinder and piston, the control of one ofl such passage Will 9 5 cause the piston to deliver blows of diiferent kinds, as above described; second, in the construction and arrangement of the handle or cylinder-head and the cylinder, whereby their relative positions may be changed to eect 10o such blows of different kinds by the control of the inlet or exhaust passages; third, in the novel construction of-the handle or cylinderhead, the cylinder, and their connecting parts, whereby such changes may be effected without dissembling the tool; fourth, in interposing means between the handle or cyl- Ainder-head and the cylinder, whereby the shock or jar communicated to the cylinder upon the forward stroke of the piston is absorbed and not transmitted to the operator; fifth, in utilizing this absorbing medium as a means for holding the handle or cylinderhead and cylinder in their proper relative positions to effect the different kinds of strokes of the piston when the engine is controlled; sixth, in providing means to control the exhaust and admission of the motive fluid to and from the piston independently of the exhaust of the piston controlling valve; seventh, in the novel port arrangements of the cylinder and piston, and, eighth, the novel construction, arrangement, and combination of the several parts, all as will hereinafter be described, and afterward pointed outin the claims.

In the drawings I have shown an engine in which are incorporated usual and well-known constructions, the details of which l do not claim as new; nor do I desire to be confined to the exact construction shown, for it is obvious that there are other forms and equivalents which could be utilized with equal effect without in the least departing from the nature and spirit of my invention. The form of engine shown in the drawings and its details of construction have been found to answer thev purposes for which they are designed and will serve to illustrate my invention.

In the drawings, A indicates a cylinder,

which is formed with the usual tool-opening A' in its front end, for the reception of a `chisel or like tool, upon which the piston delivers impacting-blows.

B indicates ahandle-base or cylinder-head, from which extends a handle C, which handle is formed hollow, which hollow I will term a passage 20, the outer terminus of said passage ending in a threaded opening, in which is adapted to be fitted a hose-nipple, to which a supply-pipe (not shown) is connected, while the inner terminus of said passage is located, I will say, to avoid confusion, to one side of the cylinderhead.

D indicates a valve (shown in the drawings as a rotary plug-valve) arranged transversely the handle-base or cylinder-head, said valve being partially rotated by a suitable operating-handle d, to control a passage 2l, whose outer end is threaded and adapted to receive a hose-nipple, to which a supply-pipe (not shown) is connected, while the inner terminus of said port'is located, I will say, to avoid confusion, to one side of the cylinderhead and opposite the inner terminus of passage 20.

Extending forwardly from the handle-base B is a threaded flange B", which embraces the rear end of the cylinder A, and is adapted to terminate short of a flange c, formed on said cylinder near its rear end. j

F indicates a collar or coupling-sleeve, which is threaded upon fiange E, the forward end of said collar being formed with an inturned flange, which confines the spring G therebetween, and the cylinder-ange a. suitable locking device (shown in the drawings as a spring-pressed pin H) is arranged to cooperate with the collar F and flange E, for the purpose of preventing rotary movement between said parts, vand also to permit adjustment of the collar, whereby the tension of spring'G may be regulated.

To simplify the construction and reduce the cost of manufacture, the cylinder A is made with a sleeve A", between which and the cylinder properthe various cylinder-ports, as they are called, are formed, preferably, by grooving the outer periphery of' the sleeve and forming openings through the same. This sleeve maybe considered as part of the cylinder, because the ports and openings therein could be bored if the cylinder were made in one piece.

The rear end of the cylinder is vclosed by an end-closing plate or auxiliary cylinderhead I, which is formed with a valve-block extension, in which is located the piston-controlling valve J. The upper face of this auxiliary cylinder-head is formed with a transversely-disposed extension K, preferably formed by securing a bar in a groove formed through said auxiliary cylinder-head. This extension or bar K is adapted to n't into a transverse groove in the inner face of the handle-base B, and when said bar,7 as I will call it, is seated home it forms atightgjoint with the groove and it also forms a divisionwall between the passages 20 and 2l, at the same time preventing the handle-base and cylinder from rotating independently of each other. As shown in Figs. G and 7, bar K also extends in front of the rear lateral flange of the auxiliary cylinder-head or valve-block and fits into grooves across the rear end 0f the cylinder and its sleeve to prevent rot-ation or displacement of said auxiliary cylinder-head relative to those parts. It will be seen from the above that when the piston strikes the forward end of the cylinder and a tool-shank is not present to receive the blow any shock or jar of the cylinder will be in a forward direction, which will compress the spring Gand save the operator. The bar K fitting up into a groove in the handle-base will move forward in its seat, but not a sufficient distance to displace the same, and thus the fiuid from either passages 2O or 2l is prevented from blowing through. 0n the upstroke of' the piston spring G will return the cylinder and handle-base to their normal positions, and the ports are so designed and arranged that the piston will be cushioned on its rear stroke, whereby the vibration of the engine, as it is known, is reduced to a minimum.

IOO

IIO

. y haust from the right side of 20 and 2l, is-to notch or would cause the groove inthe handle-base.

the saine result,

`That part Teef-lect a change in the blows of the pis?4 tonupon thefcontrol of essary to transpose the blows being this-that is,

delivered `at intervals.

sage 21 admits motive fluid to the handle,

base.

upon reaching 'a' position ofy half a revolution relative to each other thebar Kwill have been end and register with its SpringG will now preventing further rotation untiltheabove operation is repeated. 0f' course, if the parts were held apart so as topr'event the bar K from enteringits groove, therotating of the parts relative to each other but the object that the parts may be separatedand rotated in either diand upon being rotated oneehalf of a rotation they shall be restored to their normal oper- Another way to accomplish except in so far as the bar K 'acts asa division-wa`ll between the passages recess the flange E at itsfront` edge, as indicated at e, into which plugsfor projections a', extending cylinder, are adapted to enter and prevent the handle and the cylinder from roturned end for force the parts together,

may be continued indefinitely, in view in this construction is rection relative to each other,

automatically ative position.

notches e from the 'tating relative to each other.

erably reciprocates in gles to the stroke of the piston.

u The cylinder is formed with twodiferent diameters, in which, operates the pistonA L. of the piston which fits intp'the I term the head in contradis# the body portion of smaller dian1-` larger bore tinction to eter, which l` shall term the body.

I will now describe the but before entering into well to say that there is the pressure first same to deliveritsf blow at the front the engine, it is necposition or loeationf of the passages 2O and21 relative to the side which they lead, that passage 2O had been used as an ina let-passage andthe passage 2l as an exhaust- Y passage for the piston, as shown in Figs. l and 2, the inlet-passage would be at the left of bar K and.theexhaust-passage at the right would, upon the con-` trol of the exhaust, cause the piston to deliver a strong yblow under full pressure, said change thel passage 20 to ex-4 bar Kwhile pasto the left of bar. K, whereby the control of the motive fluid piston to deliver a light blow-the cylinder is pulled forward relative compressing spring G until the bar K is out of its seat in the handle- Either the handle or the cylinder may v be rotated relative to each other to eect a transposition of the passages 20 and 21, and

port arrangements, the same it will be a constant pressure in front of the head of the piston. tending to forlje it to the-rear, and that when pressure is ajdinittedabove'the piston the increase of are'a will force the piston forwardly` against 'fmentioned and' cause the T o do end of `.-ters withfpcrtj26,thefront fend "is under the control the same to the rear, the piston to exhaust itself through the ports H the cylinder. I will alsosay, further, that the supply of motive fluid is designed to t pass 'through either `passage 2,0v or 21 to eifect the differentblows above described.

In Figs. 1 and 2 the parts are so arranged that the valve D controls the exhaust, and the supply of `motive. fluid enters through passage 20. By controlling the exhaust, such as by rotating valveD to choke the same, the piston will move to the rear at a slow speed, `but the forward stroke of the vpiston will be unretarded, so that the construction illustrated in these two figures may be said to show an engine whose control causes thepiston to deliver blows at intervals whose length u i of the operator, `said blows being of full strength. The supply of motive fluid .entering through passage 20 will pass intos port `21Fi in theA `auxiliary cylinderhead or valve-block, where it is controlled by valve J: 'Assuming the Jvalve to be in the position shown infFig. 1,-the motiveiiuid will `pass through port' 21a andjfill the space behind the piston, forcing the same forward. The auxiliary cylinder-head is recessed at its top, as shown in Fig. 4, and the live motive fluid is also admitted through port 23 in front of the head of the piston, as I'shown in Fig. 3, where it exerts 'a constant pressure. The piston is formed with a port 24, whose rear end is constantly open to the pressure in front of the piston-head, and upon the piston reaching the end of its forward stroke the front end of port 21 registers with a port 25,

IOO

`whoserear end terminates to one side ofthe valve J, and delivers the live motive iiuid to c that -end of thevalve andthrows the same yto the position shown in Fig. 2. At the same time that port 24 registers with port 25 to accomplish the throwingoi; the valve,"the fluid at the other endof the valve is exhausted I through port 26 in the cylinder', port 27 in the piston whose rear end registers with the front terminusof port 26, and out through an opening 28 formed in the cylinder. The construction shown in the drawings of returning this valve-exhaust throughfanother cylinder-port and beneath the piston, whence it passes out of the port 28, is not essential, as the exhaust couldv be carried out as shown by the view. in Fig. 1*.' 'lhe valve having been. thrown from `the position shown in Fig. `1 to the position shown in Fig. 2, the central head of the valve will have closed the port 22, which will prevent the motive fluidfrom passing behind the piston. The pressure now in front ofthe head ofk the piston will assent itself and force causing the iiuid behind 22, 29, and passage 21.. i When the pistonis near the end ofits rear stroke, port 24 regis# ters with'port 26, tive fluid to the end of the valve,

lwhich willuadmit themocausing it `to be thrown from the position shown in Fig. g

At the of lthe boda,r

. piston through passage 4o l 2 the motive fluidkis yis ' pressure y hansted through theuport 5-f the rear cumferentially, so that ,no matter in what.

`position the pis on. `will be the ports will aline with their respective cooperating ports. y'lhefcylinder is also preferably grooved to .cooperate with` ,the front end .of port 27 for the saule purpose. It will be noted that the piston hasaconstant pressure, tending to force it to the rear', andan intermittent pressure controlled by the valve J, which forces the piston forwardly by reason of the excess area of the rear end ofV he piston over the slightshoulder forming the' head, against which the constant pressure exerts itself. lt. will be further noted that vthe control ofthe valve, that is, v"the admission and exhaust of ends, is dependent entirely upon the piston, and although valve D maybe turned to choke the exhaust', the piston-valve will still bel thrown independently thereof. This choking ofthe exhaust of the piston by valve D retards its rear stroke, but when the valveis thrown to admit' the motive fluid behind the piston the piston descends with its full force. Therefore the control of the engine illus trated in'Figs.. l and 2 will decrease the speed of the iston to thel rear, causing it to run slower, ut permit it to deliver a blow of full strength onitsforward stroke. y

lln Figs. 9 and l0l the parts areso arranged that the vali-fel) controlsthe supply of motive'ilud entering through 4passage 21, and there is an uninterrupted exhaust from 'the 20. In this construction th'e supply-pipe is attached so as to feed the supply of motive fluid: into passage 21, while in the construction shown in Figs. l and suppliedthrough passage 20. By controlling the supply of motive fluid, such as by rotating valve D to throttle the same, the piston will move in both directions at aslow speed, and on account of the reduced pressure entering the engine the blows will lnecessarily be light. rlhe supply of motive fiuid entering through into port 21' .in the auxiliary cylinder-head or valve-k lock,where it is controlled by the .valve J Assuming the valve to be in position shown in Fig. 9, the motive fluid will pass through ort 22 and ll the space behind the piston, lforcing the same forward in front of the piston-head. When the piston reaches the endof its forward stroke, port 24 will register with port 25 and -dii-ect 'the live motive fluid against the valve J, so as to throw theI same. At the same time theliuid at the othere d of the valve is ex- 26 in the cylinder, port 2f/pin the piston, and opening 2,8 formed in the cylinder. The valve hav-ingbeenthrown i from the position shown in Fig. 9 to the position shownin Fig. 1D, the centi-ai head of the iuid at the end of the time,

the fluid at its' of the exhaust;

passage 21 will passl against its constant Q valve will shut ofi the in' tive fluid from be'- -hind the piston, and the pressure in front of l the head'of the piston 'willassert itself and force the same to exhaust itself uninterruptedly through the ports 22 29 and passage 20. When the piston is near the end of its rear stroke, port 24 registers with port 2G, causing y thrown from the position shown in Fig. to the position shown in Fig.- 9. At the same or just before port 24 registers with port 26, the front end of the ,body of the piston uncovers the front terminus of 4port 25 and exhausts the fluid at the end of the valve from which the port leads, permittingsaid exhaust to pass out through the opening 28. Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, isf-.- 1. In an engine, cylinder, of a piston, ports in said cylinder and piston, a piston-controlling valve for admitting and exhausting the motive fluid from the rear end means for choking the exhaust ofthe rear end of the piston-chamber as it "passes vbeyond the valve, whereby, the piston may be made to deliver blows of full strength at intervals, the length of said intervals being controlled by the operator in the regulation v substantially as described. 2. In an engine, the combination with the cylinder, of a piston, ports in said cylinder and piston,-passages leading to and from the rear end ofthe piston-chamber, a valve for' controlling said passages, whereby,the motive fluid is admitted and exhausted from behind the piston, and means for controlling one of said passages, said means being independent of the piston-controlling valve; substantially as described.

3. In an engine, the combination with the cylinder, 'of a differential piston operating therein, a controlling-valve for said piston, two passages leading to said valve-chamber, one of which is capable of being controlled, and a passage connecting said valve-chainber to the rear end of the piston-chamber, whereby, when said controlled passage `is 'used'4 as an inlet, the pressure may be re duced, and when said controlled passage is used as an exhaust the piston will deliver blows of full strength on its -forward movement, the rearward movement of the piston to the rear, causing the piston the valve to be'v of the piston-chamber, and

the combination with the l being capable of being controlled by choking suchv exhaust-passage; substantially as described.

4'. In an engine, cylinder and its piston,

the combination with the of a handle-base or cylinder-head through which are formed theA supply inlet and exhaust, said handle-base beingcapable of rotation relative to the cy l inder for the purpose of changing-the location of the supply-inlet `vand exhaust; substantially as` described.

5. Inail/engine, the

cylinder and its piston, of a handle-baseer combination with vthe )assafres and la valve foreontrollin one of said passages, whereby,whe1`i said controlled ing;

passage is usedas a supply-inlet, ,the motive fluid may be throttled andwhen saidpas.- sage is" used as Aan exhaust, the exhaust may be chokedtoeontrol the engine; substantiallyas described. i

6. In an engine, the combination with 'the cylinder and its pistonjof 'a handle-base or cylinder-headthrough.which are formed two passages, a valve forcontrolling'one of 'said assages said clinderfhea'd `b ein`0` ea able i of rotation relative tolthe'cylinder, whereby the controlled port maybe used either asa supply-inlet or as an exhaust,A substantially as described. i i

7. vIn an engine, the combination with the cylinder and its piston, of a handle-base or cylinder-head through which are formed two" y passages, a valve for `controlling one ofsaid passages`,xsaid cylinder-head being adapted to be rotated relative to the cylinder, whereby the controlled passage may be "used either assupply-inlet, Oras an exhaust,.and means lfor 'retaining the cylinder-headin such position; substznitiall'y4 asdescribed.

8. Inan engine,the,combination with the cylinder, andits piston, of a' handle-base orA cylinder-head through'whichV are ,formed a supplyfinletand exhaust-passage,s aid cylinder-head'being capable of rotation relative to the 'cylinder for the purpose of transposing.

or interchanging the passages in thecylinderhead 4relative tothe cylinder, a valve for controlling one of said passages, whereby, upo1r the change thereof from asupply-inlet to an exhaust-passage, upon the control of the engine, the piston delivers blows of different kinds, and yielding means forretainingf the cylinder-head in an operative position substantially as described.y i Y 9. The combination withthe cylinder, of a handle-.base or cylinder-head.which isV yieldingly held thereupon, said parts being capa` ble of,u rot-ation relative to each other; substantially as described.` 10. ,The combination with the cylinder, of a handle-base or cylinder-head whiclris yieldingly held thereagainst, said parts being capable of Arotation relative to each other, and means for preventing said Aparts from rotatsubstantially. as described, i ll. The combination with the cylinder, having a iiange formed thereon near its rear end, a spring which surrounds said cylinder, in front of said flange, a handle-base or cylinderhead mounted at the rear end of the cylinder, and an extension on said handle-base,which incloses said spring, the front endlof the` ionedor absorbedbefore it is ,transmittedY to the operator ,1 substantially as described. l

against, andan auxiliary. cylinder-head interposed between the handle-base'and cylinder; substantially as described; i

13. The combination with the cylinder, of a handle-base, an auxiliary cylinder-head interposed between the handle-base and the cylini der, and aprojection on said auxiliary cylinf der-head which is Vadapted to cooperate with a groovein the handle-base; substantiallyas described.

l handle-base .which is yieldingly held.` thereagainst,`A an auxiliary.'cylinder-head,and `a "tranversely-disposed projection on said auxliliary cylinder which is adapted to cooperate with a transverse groove in the handle-base; lsubstantially as described.

l5. The combination with .the cylinder formed -with the flange near its rear end, a

handle-base, a collar or couplingsleeve which I engages said handle-base, and is formed withV an inturned flangein 4front of the cylinderflange, and a spring interposed betweenthe said iiia'nges; substantially as described. cylinder and its piston," of a handle-base or cylinderhead through i ,A ply-,inletA and exhaust-passage, said handlebase. being yieldingly said cylinder, an auxiliary cylinder-head inter-posed between the base and cylinder," anda transversely-disposed projection on said auxy iliary cylinderwhich cooperates witha groove in the i handle-base for the purposeofpreventaing rotation between the' parts, which proj ection also serves as a division-wall between the supply-inlet and Vexhaust-passage substan- `tially as described.

- 17. The combination withthe cylinder, V.of aA valve-lock at its rear end, athree-headed valve in said block, ports 2li, 22, and29, which co-` y operate with said valve to supply the motive fluid and exhaust the same from behind the piston, and a handle-base or cylinder-head havingia valvewhich' is adapted to control lock which cooperates between the collar and ha'ndle-.baseforthe purpose of locking such parts against independent rotation, and also permittiu g t] 1c collar to be adjusted to regulate .the tension of thespring; substantially as described; r i i `ll); The combinationiwijth thefcylinder hav-- 1G. `In an engine, thelcombination with tliei which a're formed a 'suphelda'gainst the `cyli`n" ,der and being capable ofrotation relative to handle-base at the rear end of'` llat. The combination with the cylinder, of a IOO IIO

ISO

ing a iange near its rear end, of a handlebase or cylinder-head which is formed with a flange B to embrace the rear end of the cylinder, an auxiliary cylinder-head at the rear end of the cylinder, which auxiliary cylinderhead is formed with a valve-block extension, and a collar or coupling-sleeve which cooperates with the flange B and the cylinder-{iange for the purpose of holding the parts together; substantially as described.

20. The combination with the cylinder, of a handle-base or cylinder-head which is yieldingly held thereagainst, which cushions the shock or jar occasioned by the forward stroke of the piston, a supply-inlet and exhaust-passage formed through said cylinder-head, a valve for one of said passages, an auxiliary cylinder-head interposed between the handlebase and cylinder, and a transversely-disposed projection on said last-named cylinderhead which cooperates with a groove in the handle-base to prevent rotation between the parts, and which also serves as a division-wall between the supply-inlet and exhaust, to prevent blowing through, when the forward stroke of the piston is being cushioned; substantially as described.

2l. The combination with a cylinder and its piston, of a handle at the rear end of the cylinder, said handle being formed with two passages whieh are adapted to be used either as supply or exhaust passages, the outer ends of said passages being threaded to receive the supply hose nipple; substantially as described.

22. The combination with a cylinder and its piston, of a handle at the rear end of the cylinder, said handle being formed with two passages which are adapted to be used either as supply or exhaust passages, a valve for controlling one of said passages, and means on the handle for the attachment of the supplyhose nipple to either ot said passages; substantially as described.

23. The combination with a cylinder and its piston, of a handle at the rear end of the cylinder, said handle being formed with a passage through its grasping portion, and a passage through its base, and means for attaching the supply-hose nipple to either of said passages; substantially as described.

24. The combination with a cylinder and its piston, of a handle at the rear end of the cylinder, said handlebeing formed with two passages 20 and 21, which are adapted to be used either as supply or exhaust passages, said handle being capable of rotation relative to the cylinder, and a valve for controlling one of said passages, which controlled passage when used as a supply-inlet, and throttled, will cause the piston to run slow and deliver light blows, the piston having a free exhaust, and which controlled passage when used as an exhaust-port, and the exhaust choked,will cause the piston to deliver blows of full strength at intervals, the length of said intervals being regulated by controlling the exhaust; substantially as described.

25. In an engine, the combination with the cylinder and its piston, of a piston-controllin g valve, and means for controlling the exhaust or the admission of the motive fluid to and from the piston independently of the exhaust of the piston-controllingvalve; substantially as described.

2G. The combination with a piston which has a constant pressure on one side, and an intermittent pressure on its other side, a valve for controlling said intermittent pressure and piston, and cylinder-ports which cooperate with each other to throw the valve; substantially as described.

27. The combination with a cylinder having two diameters in its bore, of a piston having a head and body portion operating in said bore of two diameters, said piston having a constant pressure in front of its head, and an intermittent pressure controlled by a suitable valve behind the piston, and cylinder-ports 25 and 26 leading to the end of the valve,with which ports cooperate piston-ports 24 and 27 substantially as. described.

28. The combination with the piston having a port 24 constantly open to pressure, of cylinder-ports 25 and 2G with which the port 24 registers at each extreme of the piston-stroke to admit pressure to the ends of the pistoncontrolling valve, and a port 27 in the piston for cooperating with the cylinder-port 26 to exhaust one end of the valve, the other end ot' the valve being exhausted by the front end of the piston-uncovering port 25; substantially as described.

29. The combination with the cylinder, of a valve-block formed with ports 2l, 22, and 29, a three-headed valve cooperating with said ports, a port 23 which admits the motive iluid in front of the piston-head where it exerts a constant pressure to force the piston to the rear, and means for throwing the piston-controlling valve so as to admit an intermittent pressure behind the piston, said means comprising piston-ports 24 and 27 which cooperate with cylinder-ports 25 and 2G; substantially as described.

30. In an engine, the combination with the cylinder bored to two different diameters, of a piston having two diameters operating in said cylinder, a valve for intermittently admitting and exhausing pressure behind the larger head of the piston, said piston controlling the movement of the valve, and two passages which lead to the valve-chamber, one of which passages is controlled, and said passages being adapted to be used either as a Ysupply-inlet or exhaust, said passages being also capable of being changed relative to the cylinder; substantially as described.

3l. In an engine, the combination with the cylinder, of a piston having a constant pressure in front thereof, a valve for intermittently admitting pressure at the rear of the ICO IIO

In testimony whereof I hereunto affix niy signature, in presence of two Witnesses, this 1o 24th day of March, 1896.

FRANK C. RINS CHE.

Vitnesses F. R. CORNWALL, HUGH K. WAGNER. 

